Controlling mechanism for air-brakes.



T. W. SCOTT AND H. V. RUDOLPH.

CONTROLLING yMECHANlSlVI FOR AIR BRAKES.l

APMICATION FILED MAY10.1916.

lzltcntvd 1M. 14, 1919.

2 SHEETSSHEET l.

T. W. SCOTT AND H. V. RUDOLPH. CONTROLLING MECHANISM FoR-AlR'BRAKEs.

APPLTCATION F|L`Ep MAY l0. 1916.

1 ,$18,925.A mmm' om. 14, 1919.

. 2 SHEETS- SHEET 2.

@Witwen I Q45- lam. fmwzw/ vuwgf 5mg/nieu y ie.

efraane entre rr enero,

THOMAS W. SCOTT AND HAROLD V. RUDOLPH, 0F BALTIMORE, MARYLAND, ASSGNORS:

TO THE AMERICAN TRAIN CNTROL CO., OF BALTIMORE, MARYLAND, A. CORPORA- TION 0F MARYLAND.

CUNTRLLING MCHANISM FR AIRBRKES.

Specification of Letters latent.

Patented Get. hi., i919,

Appiicaiion inea 'ii/rame, 191s. serial Noname.

To all whom. it may coa/'cwi Be it known that we, TiioMAS iV. SCOTT and HAnoLn V. -fUnoLrii', citizens of the United States, residing at Baltimore, in the State of h'aryland, have invented certain new and useful lmproveiiicnts in Controlling Mechanism 'for Air-Bi'al-:es, of which the following is a specification.

This ii'iiention relates to improved controlling mechanism for air-brakes and is designed particularly to coperate in a train-controlling ine :hanism of the auto'- matie stop type b v wliich a veliicle or train` will be automatically brought to a stop in the event that the engineer oihmotorinan disrcgrards, or fails to note a danger or warning,` signal of unsafe conditions ahead.

The, devices ot the present improvement have to do with"'tliel operation of lthc airbrakes, and are designed to prevent a release oiE the. brakes, bv the engineer or iiiotonman. after an automatic appliiation of' those brakes has been made, 4until the vehicle or train has been brought to a stop.

The present devices are esliecially an iniproveinent on the mechanism shown and describedyh in the pending: application for )atentof Thomas lV. Scott, Serial Numiier (37.374, wherein two electro-pnmimatic valve devices are eiup'loyedp-nie to effect an autoli'iatic operation of the brakes and the other to cut, ofi' the supply ol main reservoir air through the engineefs vaive tothe train line. By means ot thc, present, invention only one electro-pneuniate valve mechanism is necessary to vent the. train line and etlfect the application olE the brakes and simultaneously with such application to cut ofi' the passage of main reservoir air at a point between the engincers valve and thi` train line. so that. a single valve mechanism will efect both functions and thus prevent a recharging oi" the train line after an automatic operation ofthe brakes until .the train 'or vehicle has been brought to la stop.

The invention is illustrated in the :ic-

coiiipanying drawing wherein,

Figure 1,- diagraminaticaliy illustrates the improved arrangement and circuits of the apparatus, and 7 l t Fig. '2, Ishows the improved dierentiai relief valve device in enlarged vertical seetion.

In the drawing the numeral 8, designates the main reservoir; i, the engineers brakevalve; 5,.tiie differential relief valve casing; (S, the train-line or brake-pipe and 7, the connection from the casing 5, to the train line, It will be noted that the dierential reliet` valve mechanism in the easing 5, is interposed between the train-line and the engineers brake-valve 4.

Connections F5 and 9 provide t'or the passage oi iiiain-reservoir air to the engineers valve., .vhi'lea pipe l0, connects the said en eincefs valve with the differential Valve casing.

y referring to Fig. 2, it will be noted that the diti'erential valve vdevice comprises the casing;r 5,.havingchambers il, l2 and 13 respiaftivcly therein, and with a, port 14, which provides con'iinunication between chambers 'il and 12, under certain eondi' tions, and another port 15, to provide communication between chambers 12 and 13, uiidcr certain conditions. A vaive. 16, Controls port il, and another valve i7, controls port Valve lo, has a body which fits the Wall oi chamber 11, wlieiei'iy to guide, the valve during upward and downward movement thereof in the chamber il, and at the upper end, this valve 1G, han a stem which is en- ,e'agcd with a iiexihle diapliragn'i 18, which latter extends across the upper end of the casing 5. above the. valve body, and is clamped in place by a dome cap or cover it), so that. a chamber :20, is toriiied at. the up. per side of the diaphragm. A stop lug 21, is provided on the inner side of the Cap-or cover` iii alinement with but above the securing devices which connect thediaphragrm and the stem of valve 1G, whereby the upward movement ot' the diaphragm is restrictv ently to be explained.

Beneath the valve 1G, the casing 5, has a' pipe eonnectif-ni 23, opening' into the vintermediate chamber 12, and the pipe 7, extends from said connection and communicates Withtiie train iine 6, so that the 'train iine and the chamber l2, will have communication with each other.

A stein 24, depends from valve 16, and

extends through the port 14, into the inter- Amediate chamber 12, for a purpose which will also presently be explained.

A pipe connection-25, is provided on the casing 5, which opens into the lower charnber 13, and the pipe 10, from the engineers valve 4, engages saidconnection and provides a constant communication between the engineer'ls valve and said chamber l1.

The valve 17, which controls port 15, is located in the chamber 11, and has a stem 26, that depends therefrom. A spiral 0r coiled spring 27, encircles the. stem 26, and constantly presses upwardly against the valve 1'7, and thereby tends to close or seat said valve over the port 15, when the pressure which normally holds valve 17, isl released.

A stein 28, projects upwardly from Valve 17 and extends through port 15, into cham her.12, and the upper end of. this stem is provided with a head 29, havinga central Y socket therein in which the lower depending end oic steni 24, of valve 16, projects. This depending end of stein 24, no1v nially engages the head 29, and depresses the latter to hold valve 17, in a depressed position and thus kecpport 15, open.

By referring to Fig. 2, of the drawing it will be noted that when valve 16, isseated Aagainst port 14, valveplk?, will be depressed.

and away from port l5, therefore when valve 17, is depressed, as it is normally, the

rtrain line and engineer-s valve will communicate by pipe 10, connection 2.5; chamber 13;' port 15; chamber 12; connection 23 and I pipe 7. This condition is maintained through the actionv or' main reservoir pressure present at the upper side oil` diaphragm 18,

and in` chamber 20, which depresses the disfphragm and valve 16, las will presently be explained.

A pipe 31, leads from chamber 20, above the .diaphragm and con'nnunicates with a chamber 32, in a casing of an electropneui'natic valve, from which chamber there is a port 3%, which communicates with a passage, 35, also in said casing. Directly opposite the port 34, the casi ng' has another port.

. 36, which communicates with a passage 37,

` her 32, and

in which an armature stern 38, has Ino`ve.

nient.v This armature/stein has a reduced portion 39, which extends across the cham- Y through the ports 34 and 86, andate" he upper side of port 34, said l sten/1y a valve head 40, to etlect a closure I of/'port 34,'while at the lower side of port 36,

said stein has a valve head 11, which serves to close port 36,'-when port', is open. A vent passage 42, extends laterally from the passage 37, and ci'lfinunicates with the atmosphere, whereby when the. stem 38, is

drawn down tcvopen port 36, pressure 'in chamber 32, pipe 31, and chamber 20, above diaphragm 18, may be ventedto the atmosphei-e, for a purpose presently to be eX- ture and stern up to close port 36, and keep port 34, open. 1t will thus be seen that as long electro-magnet #15, is energized air Atroni the inain reservoir 3, may pass by pipes 8, and 43, to passage through port 34, to chamber '52, and by pipe 31, to diaphragm chamber 20, where the pressure o'l ninety pounds acting' on the upper side of the diaphragm 18, will press the latter down seat ralve 16, and hold valve 17, unseati'sd. As long as valve 17. is unseated. which will be as long, as electro-magnet lo, is energized, then the engineei"s valve will have connnunication with the train line, for the ordi: nary operation of renting and recharging the train line.

Electro-magnet 15, is maintained by a normal vehicle circuit which includes a cur- `rent supply 46, a shoe-switch '-LT, and its 51 on which the-vehicle travels.

Under conditions of safety, the ramp rail' y 5S, has a connection with one side of'a current supply 60, which connection includes an armature 61, of a track relay 62. 4The other side of the current supply 60, has a connection 63, with one of the track rails 59, and a connection 64, is provided on the Vehicle between the wire 52, and the axle65,

'and wheel` 66, so that current may be 'picked up and a circuit completed from the current supply 60, through the electro-magnet' 45,

on the vehicle as will presently be explained.I

By reference to Fig. 1, it will also be noted that the lower end of the electromagnet carf ries a spring-depressed rod 67,'by which the armature may be reset, and the normal. ve'4 hicle circuit restablished, after the magnet has been automaticallyA denergized to produce an automatic stop.

ln the operation of the invention, and duringy the travel ofvthe'ivehiclefbetween ramp rails, the shoe-switch47, will be in the normal position shown in Figjl, wherein it is shown closing the circuit between the contacts 48 and 49. When in this position the currentfrom supply 46, will pass through electro-magnet 45, and energize the latter so as to hold the armature 44, and stem 38,up, thereby closing port 36, and keeping valvehead 40, raised from the port 34, to allow air fronithe main reservoir to pass from the passage 35, into chamber 32. F rom chamber the reservoir air Will pass through pipe 31, into the chamber 20- of the differential relief-valve casing Where it will act on the upper side of diaphragm `18, and by depressing the latter seat valve 16, vover port 14, and then depress stem 24, so as to hold valve 17, down and keep port 15, open.

As long:r as port 15, is open the engineers valve 4, and train line 6, Will be in' communication for thev ordinary operations of the brakes' by the engineer.

`llhen the vehicle reaches an energized ramp rail the conditions above noted will be maintained because electro-magnet 45, will be maintained by current picked upA from the ramp rail 58, by the vshoe 56, which current Will travel by Wires 57 and v51, to the electro-magnet and return lby wires 52, and 64, to axle 65, Wheel 66, traekrail/.Q and Wire 63, to trackway current supply 60.

'When an unsafe condition prevails howevenrnmp rail 58, Will'be disconnected fromA current-supply 60, because armature 61, Will have dropped, and Whenvthecontact shoe 56, engages the denergized ramp no current will be picked up, and shoe-switch 47, will move to openv the normal circuit by breaking kterpose a dierential relief valve mechafrom contacts 48 and 49. I I,

immediately upon magnet 45,-becoming; denergized. armature 44, and armaturestem 38, will drop, whereupon valve-head y reservoir pressure 'the spring 27, aiding in the upward n lve 17, y

'-hne, a main reservolr; connectiong bet-Ween the main reservoir and engineers valve;`

40, will close the port 34; cut otl'the mainl from passage 35, and valve-head 41, will drop and open port 36, from chamber 32. `When port 36, is thus opened, the pressure in chamber 32, pipe 31, and diaphragm chamber 20, will be vented thrbugjh the escape port 42, to the atmosphere so that the pressure on the upper side ot the diaphragm 18, will be relieved and said diaphragm will springl upwardly, litt# ingr valve 16, with it;

valve 17, to be raised and cover port 15,-- movement of valve 17. As soon as va covers port 15, all communication between the engineers valve' and the v.tram line, through lpipes' 7 and 4(, will be instantly cut ott' so that no manipulation of the en- The' lifting of valve- 16, will uncover port 14, and will Yalso/allowv gineers valve can be made to reestablish that,

-ber 12; then from the' latter through port 14, and escape through the vent ports 22, to the atmosphere. By thus, venting the train line, when elcctro-magnetvlL is denergized an application ot' the brakes will be automatically eiiected independently oi' the engineer and the latter cannot release those brakes because the engineer@ valve is cut ott' by valve il", from the train line uml :L y1"@- chargimg;- ot' the train line cannot be eti'ccted, as is neeessarv to build up or restore the pressure therein.

1n practice, the clectin-pneumatic valve mechanism and,electro-magnet are contained in a boxer housing beneath the running board of the locomotive and access thereto cannot begained without bringing' the train to a stop sothe engineer can get oil' to get access to that box.

TWhen the train has been brought to a stop, the engineer upon openingthe box may reset the apparatus simply pushing, reset rod 67, up to lift the armature 44, so magnet 45, can hold it up, whereupon .reservoir pressure may again pass through passage 35, to chamber 82, and depress the diaphram, thereby seating valve 16, and unseating valve 17. Vl`he engineer can then turn the handle of the engineens valve so as to permit reservoir air to pass through pipe 10, to chamber 13, and from the latter through port 15, to chamber 12, then by pipe 7,"to train line 6, to restore the pressure in the train tine and thus recharge the auxiliary reservoirs through the triples in ,the usual Way.

lt will therefore be understood that we innisan between the engineers valve and train line, and maintain. normal communication between the engineers valve and train line ,through the relief valve mechanism by main 1Q 1n an air-brake controlling mechanism the combination with an air-brake apparatus including an engincers valve, a train connectionsbetween the engineer-7s valve and train line; valve lmeansJ lnor'maliy open, but" when closed interrupting conmiunication between the engineers valve and train line; means operated by main reservoir pressure for holding said valve means open and elec trically controlled means for cutting` oli' and venting the main-reservoir pressure to allow the valve lmeans t0 close.

In an air-brake controllin, ,1r mechanism the combination with an air-.brake apparatus including an engineer-s valve, a train line, a main reservoir; connections between tlieunain reservoir and engineers valve; connections between the engineers valve and train line; valve meansinterposed between the engineers valve and train line; means noi-mall)Y Subject to main-reservoir pressure for controlling' said val've meanst and means for cutting off the mam-reservoir pressure and operate'saiel valve means to simultaneously vent the train line and interrupt the communication between the eng'neers valve and train line'. l

3 In an air-brake controlling mechanism. the combination with an air-brake apparatus including an engineers valve, a train line, a main reservoir; connections between the main reservoir and engmeers valve; connections between tlieengineers valve and train line; a, valve casing interposed in said connections between the engineer-s valve and train line, said casing inclosing means to normally provide communication between tliefengineers valve and train line and also having normally closed means `between the train line and atmosphere, and means normally controlled by reservoir pressure but released when said pressure is vent/ed for simultaneously operating the means in. said valve easing to vent the train line and to eut .off communication jbetween the engineers valve and train line.

In testimony whereof we our signatures in the presence of two witnesses.

THOMAS W. SCOTT. HAROLD Y. RUDOLPH Witnesses:

L. N. RoYALL, W. E. BAKKER. 

